Internal combustion engine



Jan. 10, 1939. J. F. VVERDER INTERNAL COMBUSTION ENGINE Original FiledJune 6, 1931 3 Sheets-Sheet 1 INVENTUR. /9 John EWerraler l'lllll I! 11H II II ll II I II II II II II II II II II H II II II I] I] I ll 'ljLllA TTORNEYS Jan. 10, 1939. J F, WERDER 2,143,503

INTERNAL COMBUSTION ENGINE Original Filed June 6, 1931 3 Sheets-Sheet 2[NVEN TOR JQMM: 1F. Warden ATTORNEYS.

Jan. 10, 1939- J. F. WERDER 2,143,503

INTERNAL COMBUSTION ENGINE Original Filed June 6, 1951 3 Sheets-Sheet 3INVENTOR.

Patented Jun. 10, 1939 I UNITED STATES PATENT R oer-ice one-half to OhioEdmund Rogers, South Euclid,

Beflled for abandoned application Serial No..

542,668, June 8, 1931.

This application 1111- nary 2c, 1931, Serial No. mass 8 Claims. (01.123-97 This invention relates to an improved construction of internalcombustion engine. This application is a refile for abandonedapplication, Serial No. 542,668 for an Internal combustion engine, filedJune 6, 1931.

As is well known, different internal combustion engines have differentnumbers of cylinders: for instance, different automobile engines todayhave four, six, eight, twelve, and sixteen cylinders, respectively.While automobile engines employ an even number of cylinders, an oddnumber of cylinders is found in airplane engines.

With the present-day type of internal combustion engine all of thecylinders are active during all stages of operation of the engine withthe consequent consumption of fuel in corresponding degree. Also, theengine is subjected to a more or less increasing degree of heatdeveloped by the constant explosions within all of the cylinders andthere is also detracted from the power of the engine a certain degree ofdriving force which is required for operation of the conventional fan.

For some years past, there have been numerous attempts to improve theefllciency of the internal combustion engine by varying the number ofcylinders, each engine of a given number of cylinders possessing certainadvantages for certain purposes and under certain conditions. However,any engine of a given number of cylinders lacks efficiency when operatedunder certain conditions and for certain other purposes. That is, thepresent type of internal combustion engine of a given fixed number ofcylinders does not possess flexibility adapting it for operation undervarious conditions with uniform maximum efflciency. The common tendencyhas been to increase the number of cylinders in all internal combustionengines.

Also, it is well known that in any given engine there is a certaindefinite point of speed at which it operates with its greatest possibledegree of emciency. Such point corresponds to a comparatively highnumber of revolutions per minute, with open throttle, which meanscomparatively high compression of the gas within the cylinders. Suchcompression in all of the cylinders, as above explained, meanscomparatively high consumption of fuel and a correspondingly high costof operation.

With the above conditions well known to those who are familiar with theart to which the present invention relates, various attempts have beenmade to attain a higher degree of emciency and economy in the operationof automobile engines as well as other enginesthrough all stages ofoperation, including the initial. starting period under inertia and theperiod of building up comparative speed and the later period ofmaintaining such speed with the advantage of momentum.

One such attempt at the conservation of power in the operation of anengine is recognized in the well known gas-electric combination in whichthe gas engine is operated at a constant rate of speed for generation ofelectric current which is stored in a battery or batteries from which itmay be drawn according to demands of the various stages of operation ofthe machine to which the engine is applied. In this way, the excessgenerated power is stored until required for use.

Another such attempt has been made in the art of steam engines in whichthere has been provided an auxiliary "booster which is employed onlytemporarily during the stages of initial starting.

"Free wheeling" is another attempt to conserve energy which mightotherwise be wasted in the operation of an automobile engine. By meansof "free wheeling", advantage is taken of the momentum of the automobilewith the result that less power is required to be developed anddelivered by the engine during such continued operation. Free wheelinghas, however, been considered quite unsafe because of the comparativelack of control of the operator at all times, which is due to theone-way disconnection of the driving force of the engine from thepropeller shaft. Also, free wheeling involves special manipulation inconnection with the gears.

The general objects of the present form of invention are the same asthose set forth in the above-mentioned application, and therefore, therewill be here mentioned only the more specific objects and advantageswhich are peculiar to the particular arrangement herein set forth.

Whereas the construction disclosed in the application above referred toincludes means for manual adjustment by the operator, the presentimproved construction embodies an automatic control means, as will bemore fully set forth.

Accordingly, the object of the present form of invention is to devise aninternal combustion engine which in itself possesses a flexibilityadapting it for operation under various conditions and withcorresponding increased efficiency, and in which the change from one setof active cylinders to another set is effected automatically accordingto the operating conditions of the engine.

More specifically, the object of the present invention is to devise aninternal combustion engine in which a part of the total number ofcylinders may be automatically rendered inactive after the engine hasattained proper speed so that the engine may then continue in itsoperation with only a part of the entire number of cylinders active andwith the benefit of momentum.

A more specific object consists in devising such an engine in which apart of the cylinders will be rendered inactive by shutting off thesupply of fuel thereto, this operation being effected automatically by acertain predetermined condition of the throttle control means.

Another object consists in devising such an engine in which theautomatic control will be effected in accordance with the condition ofthe throttle control means and there will be effected simultaneously areduction in the supply of fuel to the carburetor so as to automaticallyreduce the fuel consumption.

A further object consists in devising such an engine in which theautomatic control by the throttle regulation in effecting theelimination of certain cylinders from active condition is through theinstrumentality of an electrical means.

Another object is to devise such an engine in which there is provided acombined, selective switch control means wherebythe engine may beoperated with all of the cylinders active at all times according tostandard operation, or the engine may be operated at all times with onlya reduced number of active cylinders, or the engine may be operated withthe automatic control means above briefly referred to.

Another object consists in devising such an engine in which the combinedswitch .control mechanism is embodied together with the ignition switchupon the dash-board of the automobile.

Other objects will appear from the following description and claims whenconsidered together, with the accompanying drawings.

Fig. 1 is a top plan view of the manifold which is adapted to beconnected to the standard form of automobile engine and which embodiesmy present form of engine; Fig. 2 is a side elevation of the manifoldand carburetor with the automatic control connection therebetweentogether with dashboard switch and electrical connections; Fig. 3 is anelevation of the same as viewed from the front of the engine; Fig. 4 isan inverted plan view of the same; Fig. 5 is an enlarged view of theelectric control switch mechanism at the throttle; Fig. 6 is an enlargedview of the electric switch mechanism at the motor; Fig. 7 is asectional view taken on line 1-1 of Fig. 2; Fig. 8 is a diagrammaticview of the carburetor show ing all valves, passages and conduits.

It is to be understood that the present disclosure is merely forpurposes of illustration and that other modifications and variations maybe made without departing from the spirit of the present invention asherein set forth and claimed.

In the present illustration, the carburetor is indicated in a generalway by reference numeral I while the manifold is indicated by referencenumeral 2 and the intermediate tubular connection by reference numeral3. It is to be understood that this invention may be applied to any sizeor type of engine embodying any number of cylinders, as for instance,two, four, six, eight, or any other number. The manifold 2 has its arms2 and 2 connected to the engine block, each of these arms supplying fuelto one-half of the total number of cylinders. here shown has sixcylinders.

According to the present invention, the manifold is provided with arotatably adjustable valve 4 which is located between the connection ofthe tubular member 3 and the branch. arm 2 The purpose of the valve 4 isto permit the manifold to be closed at this point against the passage ofgas to the branch arm 2 and to thereby eliminate a part of. thecylinders from active operation. The valve 4 is adapted for adjustmentby means of the endless sprocket chain 5 which extends about thesprocket 6 mounted upon the one end of the shaft which carries the valve4. This valve is normally opened and held in such open position by meansof the spring 1 which is anchored at its one end to the manifold, asindicated at the point 8, while its other and extends about theoperatingshaft of the disk 4 and is connected thereto, as indicated byreference numeral 9.

The motive means for operation of the endless chain 5 so as to openvalve 4, comprises the electric motor Ill which is mounted upon asuitably arranged bracket just above the manifold and which carries uponits rotor shaft a sprocket Iii which has driving connection with theendless The engine chain 5. The same chain 5 extends also about anothersprocket II which is mounted upon the end portion of the manifold andwhich is adapted to operate a valve l2 for controlling the admission ofatmospheric air through the open end of the manifold and into the enginethrough the branch arm 2 That is, the valves 4 and I2 are so constructedand arranged that when the valve 4 is closed so as to prevent supply offuel to those cylinders which are at other times supplied through thebranch arm 2 the valve l2 will at the same time be caused to occupy openposition so as to permit admission of atmospheric air through the openend of the manifold and through the branch arm 2 to the cylinders whichhave been rendered inactive. Such closing of the valve 4 and opening ofthe valve I2 is effected by means of the electric motor III while theadjustment of these two valves to reverse positions is effected by meansof the spring 1 when they are released from the influence of theelectric means.

Attached to the end of the shaft of the valve 4 is an extensibleconnecting means whichprovides operative control connection between thevalve 4 and a part of the means which controls the supply of gasoline tothe carburetor. This connecting means comprising the upper and lowerparts l3 and i4 which have the extensible connection IS.

The lower end of the connecting member l4 has operative connection atthe point l6 with the upper end of the valve rod I! which is providedupon its lower end with the conical shaped valve I8 adapted to seatwithin the cylindrical chamber IQ for a purpose to be described. Thechamber i 9 is mounted upon the side wall of the gasoline chamber 20which forms part of the carburetor and through the port 2| of which thegasoline is adapted to pass into the chamber I 9 at a point above thevalve IS. The valve 18 is normally closed by means of the coil spring 22which surrounds the valve stem I1 and engages the abutment 23 on thevalve stem I! while at its other end it engages the screw plug 24 in theupper end of the cylindrical chamber I9.

The passage 25 which is controlled by the valve I8 is divided into twoparts, one of which extends from the bottom projection IQ of thecylindrical chamber I3 and has communication through the tube 26 withthe bottom ofthe main part 01' the carburetor I. as indicated at thepoint 21. The passage through the extension I3 is controlled by thevalve 28. The other outlet from the bottom of the cylindrical chamber l3has communication through the tube 23 with the cylindrical chamber 33.The chamber 36 is attached to the side of the regular cylindricalchamber 3| and has communication with an auxiliary jet in the main partof the carburetor through tube 32.

The chamber 3| is attached to the side of the chamber 23 and hascommunication with the interior thereof by means of a port through thewall thereof, and the chamber 3| has communication with the bottom ofthe carburetor by means of the interconnecting passage 33. Chamber 3|and connecting passage 33 are conventional parts on the carburetorillustrated. There is provided also a port connection from the chamber26 through the interconnecting tube 34 which enters the main part I ofthe carburetor at the point 21. This port may be controlled by theadjustment 35. It is to be understood that the control connections 34and 35 as well as the chamber 3| and its connecting passage 33 andcontrol means are to be recognized as parts of a standard form ofcarburetor which is already well known and to which the chambers l3 and30 have been added for a purpose to be now explained. In this carburetorthere can also be recognized the choke valve control A, the gasolineinlet B, the float C, the air valve D, and the adjusting means Etherefor.

As in the familiar type of carburetor just now referred to, includingthe cylindrical chamber 3|, the switch lever 36 has suitable leverconnection with the valve 31 which is adapted for adjustment within thechamber 3| for varying the quantity of gasoline tobe supplied to thecarburetor. This control connection between the throttle and the valve31 comprises the connecting link 31 which is connected at the point 31to the plate 36* rotatably adjustable about the axis 36 The plate 36upon which the electric switch is mounted has an arm 36 connected at thepoint 36 to the plate 36 and arm 36 of said plate 36 isprovided with theadjustable screws 36 for engagement by the switch lever 36 which extendstherebetween. By means of the stationary brake shoe 36' which engagesthe periphery of the plate 36, this plate and the arm 36* willremaln inthe position to which adjusted until the switch lever 36 engages one ofthe screws 36*. Switch lever 36 can thus be adjusted so as to vary thenumber of active cylinders prior to changing the position of ,thethrottle.

The auxiliary cylindrical chamber 33,. which has been provided as partof the present improved construction, is provided also with a valve 33which is adapted to control the flow of gasoline through the chamber 33and which is connected at its upper end by means of the lever arm 40 tothe lever arm 31 which is manipulated in conjunction with the throttlecontrol. The throttle control may be manipulated as usual by means ofthe lever connection from the steering wheel or from the floor board ofthe automobile through operative connections at the point 4| with switchlever 36.

The automatic control means for effecting operation of the electricmotor l6 and the resulting adjustments of the parts heretofore referredto, will now be described. The electric circuit of the motor I6 iscontrolled by a switch which is located in proximity to the throttle andwhich is supported upon the plate 36. This switch comprises the fixedpoint 42 which has an insulated base and the adjustable switch arm 43which is pivoted at. the'point 44 upon suitable insulation.

Upon the underside of this switch arm there is a projection 45 which isadapted to be engaged by a projection 46 on the hub of the switch lever36. That is, upon actuation of the switch lever 36 in clockwisedirection, as viewed in Fig. 2 of the drawings, so as to open thethrottle, the projection 46 will engage the projection 45 so as to breakthe contact between the points 42 and 43 and thereby open the circuit.The contact point 42 is connected by means of the wire 41 to the point48 on the switch plate which embodies the ignition switch as partthereof and which is conveniently located upon the dash-board of theautomobile. This switch mechanism on the dash-board is controlled bymeans of the switch lever 43 which is pivoted in the usual manner at thepoint 56, to which point there is connected the wire 5| which isgrounded at the point 52 through the storage battery 53. Other switchconnections at this point will be later referred to.

The point 44 of the switch arm is electrically connected to the point 54to which is connected also the wire 55 which leads to the one side 56 ofthe electric motor. The other side of the electric motor is connected bymeans of the wire 61 to the point 53 on a switch plate which supportsthe pivotaliy mounted switch arm 53. This switch arm carries the contactpoint '63 which is adapted for electric contact with the stationarycontact point 6| which in turn is grounded, as indicated at 62. Upon thelower side of the switch arm 53, there is provided the projection 64which is adapted for engagement by the projection 63 on the hub of therotatably adjustable valve l2.

. With the automatic electric control mechanism above described, it willbe seen that upon moving the switch lever 36 by adjustment of the samein clockwise direction, as viewed in Fig. 2, 4

the electric contact 42-43 will be automatically broken and as a result,the circuit through the motor I3 will also be broken. During suchinactive condition of the, motor In, the spring I will cause the valve 4to be opened and the valve 0 l2 to be closed. Under such conditions, allof the cylinders of the engine will receive gas from the carburetor toas full an extent as permitted by the position of the throttle which isat all times under regular control of the operator. By a the sameoperation, the valves 31 and 33 will be opened but not until the valves4 and I! have been adjusted and the switch lever 36 caused to engage oneof the screws 36'. Thus, the .passage to the cylinders will first beopened and then the supply of gasoline to the carburetor and gas to thecylinders increased accordingly. This is the condition under which theengine will be started and the supply of fuel to the engine can beincreased in the usual manner to any extent desired. Then when theinertia of the automobiie'has been overcome and there has been attaineda certain desired rate of speed with corresponding momentum, theoperator may permit the switch lever 36 to return to such position thatthe contacts 42-43 will be permitted to close and thereby close theelectric circuit through the electric motor III, This circuit will theninclude the battery 53, the switch 43, the wire 41, contact points42-43, terminal 54, wire 55, through the electric motor l0, terminal 56,switch arm 59, contact points 60-61, and back to the ground. With themotor thus energized, it will cause operation of the sprockets aboutwhich the endless chain 5 extends, and as a result, the valve 4 will beclosed and valve I! will be opened so as to occupy positions indicatedin Fig. 2. This operation of the sprockets will cause an extension ofthe spring I which upon de-energization of the electric circuit, willautomatically return the valves 4 and I 2 to reverse positions, as aboveexplained. Then immediately following this operation by the motor I 0,valve II will close so as to cut of! the supply of gasoline. There maybe effected further reduction in the fuel supply in the usual manner tothe extent desired by closing throttle valve.

Such rotatable adjustment of the sprocket II will cause the projection63 to engage the projection 64 on the switch arm 59 so as to break thecircuit through the contacts 60 and 6|. This breaking of the circuittakes place, however, only and immediately upon movement of the arm 65upon the shaft of the. sprocket ll so as to ehgage and be held by themagnet 66, which is grounded, as indicated at 61. motor In is replacedby the magnet 66 which then holds the parts in position to which theyhave been adjusted until the circuit is broken at the switch 42-43 bymeans of the throttle. Upon the circuit being broken through the motorl0 and established through the magnet 66, the electric connectionthereby established will extend through the wire 55 which is connectedat one end of the magnet. The purpose of replacing the motor by themagnet is to save electric current. the amperage of the magnet beingconsiderably less than that of the motor.

With the combined electric switch in the position indicated in Fig. 2,it is possible to operate the present device in the manner abovedescribed, that is, with the automatic control as to the number ofactive cylinders and the supply of fuel thereto. However, uponadjustment of the switch lever 49, so as to engage the contact point 69,the engine may be operated in the same manner as the present standardform without any control or modification so far as the number of activecylinders is concerned; that is, with the switch in such position, theautomatic control mechanism above described will be entirely out out ofthe circuit and all of the cylinders of the engine will be active at alltimes. Then when it is desired to operate the engine with only part ofthe cylinders active atall times and without any automatic control forvariation of the reduced number of active cylinders, this may beaccomplished by adjustment of the switch arm 49 so as to engage thecontact point 10 which has direct connection through the wire 1| withthe lead 54 and thereby with the wire 55 and the remaining part of theelectric circuit, as above described. That is, in this case, the switch42-43 at the throttle will be out of the control circuit so that theadjustment of the throttle will have no effect whatever as to the numberof active cylinders. This circuit is, however, still effective in theactuation of the electric motor l0 and the subsequent substitution ofthe magnet 66 so as to replace the motor in the manner above describedand thereby actuate the valves 4 and i2 and maintain the same in thepositions indicated in Fi 2.

Thus, it will be seen that I have provided a divided means ofcontrolling the supply of gaso- In this way, the

line to the carburetor and that upon actuation of the automatic controlmeans above described, the number of active cylinders will be reduced asa result of the closing of valve 4 and simultaneously there will beeffected an elimination of one of the passages through which thegasoline is supplied to the carburetor. That is to say. upon suchautomatic adjustment and the consequent exclusion of the gas from theauxiliary arm 2* of the manifold, the lever arm I3 will be lowered so asto release the rod l4 and-thereby permit the valve 18 to be closed bythe spring 22 so as to prevent any further passage of the gasolinethrough the chamber is. As a result, the cham-- ber 30 becomes idlesince no gasoline is permitted to pass therethrough and likewisegasoline will no longerbe supplied through the tubular connection 26.The gasoline supply to the carburetor is varied also by manipulation ofvalves 31 and 39, as above explained. With my arrangement, the supply offuel is reduced to approximately one-half of the quantity ordinarilysupplied to the total number of cylinders so that the quantity of fuelnow corresponds to that required for the reduced number of activecylinders. This reduced quantity of fuel is then supplied only throughthe tube 34 and directly from the chamber 20 into the chamber 3| andthrough the passage 33. However, upon reverse adjustment of valve 4, thecylinders which were rendered inactive, will be caused to resume activecondition and fuel will be supplied thereto. It is to be understood thatthe tubular connections for the fuel supply are of comparatively reducedsize and are of proper dimensions for supply of gasoline therethrough inthe manner and proportions as herein explained. It so desired, there maybe employed separate carburetors of proper individual capacity for thedifferent combinations of cylinders instead of a single carburetor.

In actual practice, the engine will preferably be started with all ofthe cylinders active so as to facilitate starting of the car during theinitial period when it is necessary to overcome its inertia. During suchoperation with all of the cylinders active, the valve 4 will occupy openposition and fuel will be supplied through all of the severalconnections from the chamber 20 to the carburetor I. Then whensufllcient speed has been attained in order to derive advantage of themomentum-of the automobile, the control lever 36 will be manipulated soas to permit the switch to close, whereupon'valve 4 will be adjustedautomatically so as to exclude the gas from the arm 2 of the manifoldand thereby reduce the number of active cylinders while at the same timeand by the same manipulation, the quantity of gasoline supplied to thecarburetor and gas to the manifold will be reduced in correspondingdegree and atmospheric air will be admitted to the idle cylinders. Thethrottle may of course be adjusted at will in the usual manner forregulating the flow of gas to the active cylinders, as above explained.

Actual experience with my present invention has shown that when acertain rate of speed has been attained in the operation of anautomobile, the full power of all of the cylinders is not necessary inorder for the automobile to continue to I proceed at substantially thesame rate of speed under favorable conditions of travel. This is due tothe factor of momentum of which the present invention is designed totake advantage, at the same time introducing other advantageous featuresand without the introduction of any ob- .iectionable characteristics,such for instance as loss of control of the automobile at any time. Ac-

. cording to the present invention, the engine is always in gear and istherefore under complete control of the operator at all times.

with this device, there is realized the further advantage ofautomatically shifting from one number to another number of activecylinders, which may be considered the practical equivalent of shiftingfrom one gear ratio to another in the present standard form ofautomobile. This new rnfianner of operation may be termed cylinder s it.parison is appreciated when full consideration is given to the manner ofoperating my present device, flrst, with all of the cylinders activeduring the initial period of starting, and then with only areducednumber of cylinders remaining active during the continued periodof operation and so forth, as before explained. 1 thereby obtainpractically the same result as in the familiar shifting of gears. Anydesired degree of compression of the gas maybe obtained at any time inthe active cylinders by adjustment of the throttle. For instance, thereduced number of cylinders can be operated at full compression or areduced compression.

The admission of outside air into the idle cylinders will absorb andcarry off suillcient excess heat of the engine to maintain the same atan efficient operating, temperature. The benefit of such dissipation ofengine heat is transmitted through the entire engine block by means ofthe water jacket which surrounds all of the cylinders. Since the air isdrawn in through a separate channel, the idle cylinders are alwaysfllled completely with air and there is no back pressure upon the intakestroke of the pistons.

Also, the air from the idle cylinders will reduce the temperature andhence the volume of the exhaust and thereby facilitate the dischargethereof through the mullier of the exhaust.

The air from the idle cylinders will also dilute the carbon monoxide ofthe exhaust.

While according to this invention, I take advantage of momentum, yet thecar is not released to the dangerous condition of coasting. Thus theadvantages of this invention may be enjoyed without such danger and thepresent invention is also free of troublesome gears in the cylindershift" from one engine operating condition to another.

With this invention, there is realized a very marked saving in the fuelwhich means a decided saving in the cost of operation. This is realizednot only when traveling with momentum but also when the car is idle andthe engine is idling with low throttle. Likewise, the improvement as tothe temperature of the engine means a reduced consumption of oil withthe saving in cost and increased efliciency incident thereto. Also, allof the engine parts are relieved of the obvious danger of over-heating;there is less wear of the parts and longer life results. There is alsoobtained a smoother and more dependable operation.

Regardless of what may be the proper theory as to the cause of thevarious advantages which result from this invention, it is ademonstrated fact that there is hereto obtained smoother and moredependable operation under. various operating conditions and in a moreefficient and economical manner than heretofore known. Other advantagesin addition to those above briefly re- The practical significance ofthis com-- ferred to, will be apparent to those who are familiar withthe art to which this invention relates.

What I claim is:

1. In an internal combustion engine, the combination of a plurality ofcylinders, means for supplying fuel to said cylinders, valve means forpreventing fuel from entering some of the cylinders, means tendingnormally to open said valve means so as to permit entrance of fuel tothe cylinders controlled thereby, and means controlled automaticallyaccording to the throttle opening for closing said valve means so as torender some of the cylinders inactive.

, 2. In an internal combustion engine, the combination of a plurality ofcylinders, means for supplying fuel to said cylinders, valve meansadapted to exclude fuel from and admit air to some of the cylinders,electrical means controlled by the condition of the throttle openinginterconnecting means between said valve and multiple control means, andautomatic means for actuating the same according to the throttle openingwhereby the number of cylinders which' are active may be varied and thesupply of fuel to the carburetor varied accordingly by rendering one ofsaid multiple means ineffective.

4. Inan internal combustion engine, the combination of a plurality ofcylinders, a divided intake manifold therefor, carburetor means forsupplying fuel to the manifold, multiple means for controlling the flowof fuel to said carburetor means, a valve in one part of said manifoldfor controlling the flow of fuel therethrough, interconnecting meansbetween said valve and multiple control means, and automatic electricalmeans for actuating the same according to the throttle opening wherebythe number of cylin-.- ders which are active may be varied and thesupply of fuel to the carburetor varied accordingly by rendering one ofsaid multiple means ineffective.

5. In an internal combustion engine, the combination of a plurality ofcylinders, means for supplying fuel thereto, automatic control meanswhereby the number of cylinders which are active may be automaticallyvaried according to the throttle opening and means. for rendering saidautomatic control means ineffective so as to render all of the cylindersactive at all times.

6. In an internal combustion engine, the combination of a plurality ofcylinders, means for supplying fuel thereto, electrical control meanswhereby the number of cylinders which are active may be automaticallyreduced according to the closing movement of the throttle during thefullrunning period and switch means for rendering said control meansineffective so as to render all of the cylinders active at all times.

'7. In an internal combustion engine, the combination of a plurality ofcylinders, means for supplying fuel thereto, automatic control meanswhereby the number of cylinders which are active may be varied accordingto the throttle opening, and means for rendering said automatic controlmeans ineffective so as to render only a part of said cylinders activeat all times.

8. In an internal combustion engine, the combination of a plurality ofcylinders, means for supplying fuel thereto, automatic control meansJOHN F. WERDER.

